Automatic train-stop.



S. M. DUNCAN.

AUTOMATIC "TRAIN STOP. APPLICATION FILED JUNE 28, 1909.

955,059. Patented Apr. 12, 1910 3 SHEETS-BR33511- N Smnntoz 2 05l'naooeo W293i. Dal/22mm" s; M. DUNCAN.

AUTOMATIC TRAINSTOP.

APPLICATION FILED JUNE 28, 1909.

955,059. Pa ented Apr. 12,1910.

3 8EEBT8-BEEET 2.

Witnesses S. DUN CAN. AUTOMATIC TRAINSTOP. prmonrpn mum mm 2a, 1909'.

Patented Apr. 12, 1910.

a suns-sum s.

' wueutoz Sidng Duncan I portion of the mechanism.

' UNITED STATES PATENT OFFICE.

SIDNEY M. DUNCAN, OFEASTEND, TEnNEssEE, ASSIGNOR or one-HA F 'ro snvr M.BLAYLDiCK, 0F nAsTENn, .rnnnnssnn.

AUTOMATIC TRAIN-STOP.

To all whom it may concern:

Be it known that I, SIDNEY M. DUNCAN, a citizen of the United States,residing at Eastend, in the county of Hamilton and State of Tennessee,have invented new and useful Improvements in Automatic Train- Stops, ofwhich the following is a specification.

This invention relates to systems for the prevention of railwayaccidents.

The object of the invention a novel, practical, automatic, andefiect-ive means to prevent head-on or rear-end collisions. and therunning of a train into an open switch or into a wreck.

\Vith the above and other objects in view, as will appear as the natureof the invention is better understood, the same consists in the novelconstruction and combination of parts of a system for the abovepurposes, as will be hereinafter fully described and claimed. a

In the accompanying drawings forming a part ofthis specification, and inwhich like characters of reference indicate corresponding parts:-Figure1- is a view in elevation, somewhat in the nature of :1 diagram, of themechanism carried by, the engine for causing stoppage of a train. Fig. 2is a detail view of a portion of the mechanism shown in Fig. 1, and onan enlarged scale. Fig. 3 is a similar view of another Fig. 4 is a planview of a section of railway track, showing the arrangement of the wirinand other parts co-acting with the electrical and air operated mechanismon the engine to secure the objects of the invention. Fig. 5 is asimilar View to Fig. 4 of a section 'of track including-a switch. Fig.6v isan elevation partly in section of a locomotive showing the locationof the mechanism exhibited in Fig. 1.

Referring to the drawings, D desiglpates.

thesteam dome of a locomotive and the The latter instead of being asusual, is' divided and includes intermediate of its endsa globe valve 1having a lateral port '2, in which is fitted threaded into a plate avalve seat 3. This'seat is 'engagedby a valve 4 carried by one end of astem 5, that is slidably mounted in .a bearing nut 6,

' 7 bolted to the globe valve opposite the port 2. The intermeis toprovide diate portion 0 box.

stem is provided with a piston head. 10 which works in a two-partcylinder 11 supported by a suitable pedestal 12 bolted to the boiler.\Vithin the cylinder is disposed a coil spring 13 that encircles thestem and bears at one end against the piston head 10 a ainst thecylinder and at its other end hdld the valve at norhead 1 1 and servesto mally u'nseated.

In order to guide the stem in its reciprocatory movements, and also toprovide for it an extended bearing, the cylinder head 14 is furnishedinternally with a teat or boss 15 as clearly shown in Fig. 1. Threadedinto the cylinder head 16 is one end of a pipe 17, which extendsdownward and along one side of the boiler. and connects at its other endwith a pipe-socket 18 carried by a short section of pipe 19-commwnicating-at its lower end with the top of an air chamber 20. The pipe 17has tapped into it one end of a pipe 21, the other end of which projectsinto the locomotive cab just in front-of the engineers seat and carriesa valve 22 by'which the engineer can exhaust the cylinder 11 of air, fora purpose that will presently appear. Arranged adjacent to. the chamber20 and supported in common therewith on the bumper beam B of theengine,. is a second cylinder 23, with which communicates the lower endof a Patented Apr. 12, 1910. 1909. Serial No. 504,801.

f the stem works in a stufling The other or outer end of the valve pipe24 provided with a pipe-socket 25 into which is threaded a vent pipe 26carrymga controlling valve 27 The upper ends of the pipes 19 and 24 havethreaded thereinto glands 28 and 29-respectively and through these twoglands pass valve stems 30 and 31 their lower ends ball valves 32carrying at and 33 respectively which valves engagevalve seats formed inthe tops of the two chambers. Theupper end of each of the I stems 30 and3 1 is reduced in diameter and threaded, and each projects through a bar34, nuts threaded on {the extensions serving to secure the bar in place.

Projectin through "and secured in an opening in t e center 10:15 the:bar is the lower end of a rod.35 which works in guides 36' and 37secured to a bracket 38 bolted to the boiler. The upper end oft-he rodis reduced and threaded and carries a nut 38 designed to adjust thetension of a coiled spring 39 vided with a members of which is rotatablysupported a is provided, above its pair oforificed cars 60 each of whichis enran enient of encircling the rod and at its lower end with thebearing 37. Above the nut is secured an ar 1 40, the under face of the ctreniity of which is beveled or rounded, engaging this arm is aspringpressed. latch 41 that works in a guide formed in a bracket 42secured to the bearin 37. The inner end l of the latch or that whichengages the arm l 40 is beveled in a direction opposite to that: l ofthe latter and at its outer end has counected with it one. end of a wirethe other l end of which is carried into the engineers cab. The objector" the latch and arm is, I under certain conditions to hold the valves32 and 33 unseated for a reason that will l presently appear. Secured tothe rod adjacent to the bearing is a cross-arm l to which is 'lirinlyattached an armature i3 disposed to co-act with two clectroenagnets l 46that are suitably supported by brackets 47 bolted to the boiler head.The electromagnets are energized, under conditions that will appearlater on. from a source of electrical energy, in this instance a battery48 which is also supported on the bumper beam.

The means for completing the circuit through the electro-magnetscomprises a trolley and its appurtenances to engage contacts arrangedadjacent to the rails, and a rolling contact to engage with the frontaxle of the engine truck. The trolley embodies a bracket 49 bolted tothe under side of the bumper beam near one end. Depending from thecenter of the bracket is a boss 50 to which is rigidly secured,intermediate of its ends, a l bar 51, and on each terminal of this baris slidably mounted a block 52 and 53 respecl tively, and these blocksare adjusted longitudinally of the bar by nuts in which are I heldagainst working oil by jam nuts 55. Pivotally connected with the bracket:30 is a socket 56 in which is secured the upper end i of an arm 57, thelower end of which is prol yoke or harp 58 between the trolley wheel 59.The upper end-of the arm pivotal point, Pith a gaged at one end by arod-61, the other end of each rod being connected with an eye bolt 62,the two bolts being suitably secured to the blocks. Inorder to hold thetrolley arm in proper but yielding position, two coiled springs 63 areemployed, which encircle the bar 51, and .bear respectively, against theop-' posite sides of the bracket arid the inner faces of the blocks 52and From this arparts it will be seen that the trol ey arm will not onlybe free to yield in two directions, thus to cause it to adapt itself toinequalities in the contacts, but will also be caused properly to engagetherewith. The bracket 49 is provided intermediate of its ends withan-upstanding threaded stem way rails,

64, and engaging the stem are two nuts 35 between w iich is clamped oneend ct. a con ductor the other end cit which connects with the helix celeclrownaguet ll The roll contact for en ing the front axl the rock,filllbOtu so a bracket 6? formed at one end with a right-angledcxtension 68 which is firmly bolt to the rear side of the bumper beam ator car its median line. 41' cent to the other bracket is an extension 09which is disposed in alincinent with the member 68 and is transverse yoriliccd or slotted to receive one end of a trolley arm 70 in which itis piroted, the other end of the arm being protitled with a yolrc orharp 71 between the members of which is rotatably supported a trolleywheel 72 arranged to contact with the front axle not shown) of theengine truck. The end portion 7-5 of the bracket is orificed as is thetrolley arm, and through the two orifices extend a bolt 74; which bearsupon the upper side of the trolley arm. The lower end of the boltextends some distance below the bracket in order to accommodate a coiledtension spring 75 which is held assembled with the bolt and adjusted bynuts 76 to insure proper contact with the truck axle. The arm 70 ca"ries a binding post 77 which serves to hold conr bined with the trolleyarm one end of a conductor T8, the other and of which is con nected withthe negative pole of the battery T he positive pole of the battery hascon necled with it one end of a conductor 80, the other end of whichconnects with the helix ot' the electro-inagnet slit, and this completesthe circuit between the two trolley wheels.

To render the nut-chanisni above described ope 'ativc tocut oli thesteam and apply the air brakes in ample time to prevent an accident, thearrangements of circuit closers shown in Figs. 1 and 5 are employed, inthe former of which a length of single track shown and in the latter alength of single track and a switch and side track. One of the railsdesignated it is divided into sections of any desired length byinsulation 81, and each block in the present instance contains titres ofsuch insulated sections, although this number may be increased ifdesired Secured at determined intervals to the ties on the outside ofthe rails R, ll, on opposite sides thereof, and in alternating series,are contact rails 82, which are constructed of bars of steel say thirtyfeet in length and about two inches higher than the rails, and which areengaged by he trolley wheel 59. These contact rails areelectrically'connected with the rails by wires 83, one endof each ofwhich is secured to the contact rails and the other end to one of therailthe intermediate portion of the wire being suppencd by telegraphpoles. By alternating the arrangement oi the can end of the 1 the headof tact rails, the apparatus on the engine will be rendered operativewhen a train is running in either direction.

\Vhere a side track S is employed, as

shown in Fig. 5, the rail section B in the line of both ralls R, R atthe switch S are electrically connected by bond wires 84: and 85 each ofwhich is of a length sutticient to bridge the insulated rail sections Itso as to insure passage of the .current from the battery 48 to completethe circuit. In addition, there is provided, on some part of the switchmechanism, as the switch rod, a spring con tact 86 which if the switchbe wholly or partly open, will impinge against a contact 86' connectedwith the conductor 83, and thus establish electrical conditionsessential to insure the cfiective operation of the apparatus on theengine.

The operation of the system is as follows :Suppose one train to berunning in the direction of the arrow X and one in the direction of thearrow Y Fig. at, establishing thereby conditions that are assumedto becertain of resulting in a headon collision. Now as soon as the trolleywheel 59 of the train running in the direction of the arrow X passes onto the first contact ail of the block in whichthe approaching train isrunring the circuit through the electro-magnets is completed, whereuponthe armature 45 is drawn into contact with the cores of theelectro-magnets. \Vhen the magnets are energized, the rounded'surface ofthe latch L0 will ride against the like surface of the arm 41 and snapunder the same and prevent the return of the armature-carrying rod toits normal position. The downward movement of the rod 35 unseats the twovalves 32 and plied being 33, whereupon air from the main reservoir 87will pass through the pipe 88 to the chamber 20 and thence through thepipe 17 to the cylinder 11, the quantity of air thus supregulated by avalve 89. The air that enters the cylinder 11 shifts the piston head andcauses the valve t to engage v the valve-seat 3 and thus cut off thesupply of steam to'the steam chests of the engine.

'Synchronously with this operation the train pipe 90 is bled, the airtherefrom passing into the chamber 23 which is in communica- 1 tiontherewith, and thence out through the pipe 26 to the atmosphere thusautomatically applying the brakes and stopping the train. The amount ofair passing from the pipe into the chamber 23 and the consequent'reduction of pressure is controlled by a. valve 91 in said pipe 90. Itis to be understood that the counterpart of theabove operation takesplace on the train moving in the direction of the arrow Y. In the caseof an open or-partly open switch, the same result ensues. i. In bothFigs. 4 and 5 the course of the current through one of the apparatus ofone of the engines is traced by arrows.

When the trains come to a standstill and are again ready to start theengineer draws upon the wire 43 thus releasing the latch from engagementwith the arm, the spring 39 will cause the armaturesto resume its normalposition and again place the apparatus in condition for further action.Of course it is ley wheel 59 will have to be lifted clear of the contactrail should the engine stop on one in order to permit the armature toresume its operative position.

\Vhile the apparatus herein shown and described is adapted to secure allof the objects stated, yet it is to be understood that the invention isnot to be limited to the particular arrangement of parts shown, as anychanges, within the scope of the claims, may adopted without departingfrom the spirit thereof.

1. In a train controlling system, a locomotive having a valve forcontrolling the supply of steam to the cylinders thereof, a pneumaticdevice for operating the valve, a valve controlling communicationbetween the air brake system and the pneumatic device, a brake applyingvalve and electrical means for simultaneously opening both valves.

2. In a train controlling system, a locomotive having a valve forcontrolling the supply of steam to the cylinders thereof, a pneumaticdevice embodying a cylinder and a spring retracted piston therein foroperat ing the valve, a source of communication between said cylinderand the air brake system of the locomotive, a valve normally controlling said source of communication to prevent the feed of air to saidcylinder, a brake applying valve and electrically controlled means forsimultaneously opening the two last-named valves.

3. In atrain controlling 'system, a locomo tive provided with apneumatically operated valve for controlling the feed of steam to thecylinders thereof, valve controlled means for supplying air from the airbrake system of the locomotive for operating said valve,electro-mechanical means for opening the latter named valve for thefiowof fluid pressure to operate the first named valve, a brake applyingvalve adapted to be opened simultaneously with said latter named valveby said electro-mechanical means,- means for maintaining saidelectro-mechanical means in its valve opening position after actuation,and means for releasing and permitting the parts of saidelectro-mechanical means to return to normal position. p

4. In a train controlling system, pneumatic means controlling the supplyof motive fluid to the cylinders of a locomotive, a vent'for theexhaustof air from and the reduction of pressure in t e main feed pipe ofwhereupon e1 1,. was

the air brake system of the locomotive, autoniaticully closing valvescontrollin the same, electro-niechanical valve opening means, means forenergizing the same simultaneously to open both valves, means for maintaining said electro-mechzuiical means ate actuation in valve openingposition, and means for releasing and permitting the parts of theelectromechanical means to be returned to normal position and the valvesto close.

5. In a train controlling system, a locomotive provided with motivefluid cut oil and brake applying valves, electromechanical means forsimultaneously operating both val vcs to cut otl the supply of motivepower and set the brakes, means for locking said electromechanical meansin valve'operating position, and means for releasing and per mitting theparts thereof to return to normal position and to simultaneously retractboth valves.

6. In a train controlling system, a locomotive provided With valves forcutting oil the supply of motive povver and setting'the brakes, anarmature controlling both valves, an electro-magnet adapted to beenergized to attract the armature to open the valves, means for closingand maintaining the valves in closed position upon the denergization ofthe magnet, circuit connections for energizing the magnet, means formaintaining the armature in valve opening position, and means forreleasing and returning the armature and valves to normal position.

7. In a train controlling system, a locomotive having a valve forcutting oil the supply of motive fluid from the cylinders thereof, apneumatic device for closing said valve having a source of communicationwith the air brake system, a vent for the reduction or pressure in saidsystem, valves controlling said source of communication and vent,armature controlled means auto matically operable for normally holdingthe valves closed, an electric circuit including a circuit closingdevice and an electro-magnet therein adapted When energized to attractthe armature f r the movement of the valves to open position, means. forlocking the parts in valve opening position, and

means tor releasing t norms position,

.=m, and in ical track and brake the locomotive, of he locomotive emsaiddevices,

1 lpflli bodving means actuating t111(.t a switch controlling saidcircuit and lating the octi rings.

: system, a loco 9. in a train controh motive provided with a valve forcutting off the flow of motive fluid to the cylinders thereof, a springretracted piston for op erating the valve, fluid supply and exhaustpassages comminiicating with the air brake system for the respectivefeed of air to opcrate-the piston and the reduction of pressure Withinthe system, valves controlling said passages, on ""ectric circuit on thelocomotive including means for opening and closing said valves upon theopening and closing of the circuit, and a switch operative to open andclose said circni 10. in a train controlling system, a track havinginsulated il sections, contacts asso ciated therewith, electricalconductors between the contacts and rail sections, con trolling devicesor LLB locomotive including valves for cutting oi the feed of steamsetting the brakes, electric circuit in. which said devices included,means in said circuit for siimiltaneously opening both valves, and acontrolling said circuit and adapted for cooperation with said contacts.

In testimony whereof I ailiX my'signature in presence of two WitnessesHEY DUNCAN.

Witnesses i

